My point was that with the factory sized 84 jets, you may not be able to get another 8 and 15 sizes worth of jet out of pvcr sizing.
A properly configured 1.56x1.75 carb on that motor combo should be plenty rich at wot with 84/84 jetting and pv’s on both ends.

The fact that it required adding 8 and 15 jet sizes to get the wot a/f ratio right means either the fuel supply into the bowls is lacking, the carb is defective, or the configuration is wrong.

Looking at a couple of dyno runs from Brads motor...... at the top end of the pull, two carbs showing fuel flow in the 3-teens lbs/hr.
One had 75pv/84 jets, the other 88pv/98.
The 88/98 carb was way rich at part throttle, and had a basic configuration(1.52/1.75 downleg)that shouldn’t require anywhere near that much jet to achieve proper wot a/f ratios.
That carb didn’t need “tuning”, it needed the relationship between the booster response curve, booster feed hole size, and possibly main well sizing changed....... if you were looking to have a better balance between part throttle vs wot operation.

Since the OP bought the carb new, I have to assume it was tried with the ootb calibration...... and ended up being too lean at wot.
Which lead him to chase it until he ended up where he is now.

I’d say he is already at the point where he could use some advice from a carb specialist, preferably one who has some experience with a holley 82951.

As to the original question from the OP about the boosters, I would think for that basic configuration, 1.56x1.75 downleg, you’d want the .180 feed hole..... especially if you’re looking for more flow from less jet.
Frankly, I’d kinda expect that to be what it came with...... and if it didn’t, it probably should have.

Be worth a call to Holley and see what size they come with.

Looking at an old BG catalog, they used .184 feed holes in their downleg carbs with 1.500 and 1.562 Venturi sizeing.